Multicylinder rotary gas-engine.



F. WEINBERG.

MULTIGYLINDER ROTARY GAS ENGINE.

APPLICATION FILED AUG.14, 1908.

Patented July 28, 1914.

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1,105,1 18. Patehted July 28,1914.

nueuroz F. WEINBERG. EiULTIUYLINDF-B ROTARY GAS ENGINE.

Patented; July 28, 191% 3 SHEBTSSHEET 3.

' APPLIOATION PILED AUG.14, 1908.

I Snow dot UNITED STATES PATENT OFFICE.

FRITZ WEINBERG, OF WASHINGTON, DISTRICT COLUMBIA, ASSIGNOR. T EMILEBERLINER, OF WASHINGTON, DISTRICT OF COLUMBIA.

MULTICYLINDER ROTARY GAS-EIIG-IN E.

To all whom it may concern:

Be it known that I, Fnrrz WEINBERG, a subject of the Emperor of Germany,residing at WVashington, in the District of Columbia, have inventedcertain new and useful Improvements in Multicylinder Rotary Gas-Engines,of which the following is a description, reference being had to theaccoi'npanying drawing and to the letters and figures of referencemarked thereon.

My invention relates particularly to that class of four cycle internalcombustion engines, in which a plurality of cylinders roport; Fig. 4; isa face View of the valve actutate about a fixed crank shaft.

The invention consists in the matters hereinafter described and referredto in the appended claims.

The invention is embodied in the construction illustrated. in theaccompanying drawings, in which,

Figure 1 is a side elevation of my improved, rotary multi-cylinderinternal com bustion engine, apart from its base or support; Fig. 2 isan end view thereof; Fig. 3 is a central longitudinal section throughone of the cylinders, showingthe valve mechanism, the crankshaft and thebase or supating cam, F ig, 5 ,is a sectional View thereof; and Fig.6-is a detail View showing the connection between the valve rod and itsshoe. A, designates the base, which may be vertically or horizontallydisposed, and B, is the fixed crank mounted on said base by means of itshollow trunnions b, b. I v C, designates the several cylinders of whichfive are shown and these cylinders are connected at their inner ends toform a central chamber or crank case 0', having bearing hubs c, .0,which turn on the crank shaft trunnions b, b, as shown in Fig. 3, thehub 0 having thereon the transmission gear 0 adapted to be geared to theshaft to be driven.

C are the several trunk pistonsprovided with abutment rods G connectedat their opposite ends in the usual way to the crank B. In the outer endof each cylinder, are provided horizontally alined inlet and exhaustports, D, E, respectively, which are.

.- controlled by the inwardly opening valves D, E, on the inner ends ofthe valve stems d, e, which extend out through the cylinder heads. Theouter ends of these valve stems are both slidingly pivoted to a commonlever;

Specification of Letters Patent.

Application filed August 14, ises. Serial No. 448,574.

Patented July 5:8,1914.

' f, by a pin and slot connection, the stem (i,

being pivoted to the inner end of the lever f, and the stem 6, beingpivoted between the ends of the lever and said lever f is pivotedbetween the valve stems to the cylinder head at f a D are passagesleading to the inlet valves D from a common central chamber D concentricwith the hubs b, E), and communicating with the outer stationary supplychamber D having a supply pipe 03' supplied with explosive mixture fromany sultable source, not shown. The supply pipe al is provided with asuitable throttle valve 03 see Fig. 3.

G, designates the valve operating rods,

-one for every-cylinder and these rods are pivoted at their'outer endsto the outer ends of the lever f and are provided within the centralchamber or crank case C, with springs g, which exert an inward pull orpressure on the rods. The innerren ds of the rods G, are each providedwith a pivoted shoe (7 actuated by the cam H to be now described. Thecam H, is formed of aring parallel with the plane of rotation of thecylinders, and fixed 'to one of the crank shaft trunnions b, as showninFig. 3. In the face of the cam ring H,iis formed a double loop camgroove in which travel the shoes 9 of the valvo lyods G, ,as indicatedin Figs. 4 and 5. outer groove h, extends from the iabutme'nt, -"aroundto, a point about diametrically opposite to said abutment andthen widensinwardly to the middle fiange'fi which extends to the abutment where agap 72. separates it.fro1n the flange h which extends around opposite tothe abutment where it curves inwardly to the innermost flange k whichcurves outwardly at the abutment and joins the flange h. Concentric withthe outer ca'm groove h, and forming the inner wall of its narrowerportion, is a slotted flange 72.; its slot 711 extending through the camring, (see Fig. 5), to permit the cranked end k, of the operating rod K,to work'therein. To the extremity ofthis end .is secured at one end, asegment h, which slides on the slotted flange h, so as to lengthen saidflange i and prevent thesfhoe g of the valve rod from being pressedinwardly by'the spring (Z ntO the flange 72 fora purpose to bepreseQntly described. The other end of the mov- 5 able segment h has agpide pin hwhich The operation is as follows; see Fig. 4:,

The shoe 9' of the upper rod G, is in the middle of the suction strokeand is traveling in the direction of the arrow. During its travelthrough this suction groove h, the

- shoe 9', is in its highestposition and s holds the inlet valve D, openlii'le .thie.exhaust valve E is held closed. I When this shoe leaves theend of the segment h, the spring g, pushes the rod G and the shoeinwardly to the flange k forming the upper wall of the compressiongroove, whereupon both valves D, E are closed by centrifugal force andare so held till the shoe passes across the gap 1L and travels to theend of the expansion groove, formed by the flange h. In

" passing the gap 71. at the abutment h the explosion is effected in anyWell known manner at spark plugs S. After reaching the end of the flangel1. farthest from the abutment h,

. the spring g pushes. the shoe 9 inwardly against the flange k formingthe upper Wall of the exhaust groove, whereupon the rod G pulls down ontherod e and opens the exhaust valve E and holds it open till the shoereaches the outwardly curved end of the flange k next to the abutmentit. At this point,- the shoe switches over )ast the abutment to thecurved end of "the ange h and again enters the suction groove iq,whereuponthe inlet valve is again opene and the C- lulust valve closedand the cycle of operations repeated.v In order to vary the period ofcompression, it is only necessary to slide the compression regulatingsegment or tongue 7L3 around in the direction of the arrow in Fig. 4-,which prevents the shoe 9' from moving .inwardly'in the compressiongroove formed by the flange k and so holds the .inlet..valve open for alonger period. Any gas forced out through the inlet valve on the compressionstroke will return to the supply chamber D and be taken in onthe suction stroke of the hext piston. This renders starting the enginequite easy and the speed of the engine may be governed by this samecompression segment if desired. On opposite sides of the cylinders areformed or secured the obliquely disposed longitudinal fanablades I; theblades of one cylinder being in the same plane and parallel to those ofthenext, and all of, the blades projecting beyond the sides of thecylinders.- It follows that the-fan thus formed will cause the air to bedrawn in rapidly at one sideof the rotary engine and discharged at theother side after passing across the cylinders and effectually coolingthem. thus avoided. The fan blades I furthermore, act as heat radiatingribs, and assist thus in' a further cooling of the cylinders.

Having thus particularly described my invention, what I claim as new anddesire to secure by Letters Patent, is:

1. The combination with a fixed crank, a plurality of cylinders rotatingabout the crank, pistons in the cylinders connected with. the crank,inlet and exhaust valves on the outer ends of the cylinders, and anoperating rod for every cylinder connected at its outer. end to' theinlet and exhaust valves of its cylinder, of a fixed double loop camparallel to the plane of rotation of the cylinders and provided withinner and outer cam grooves in its face, a circularly movable segment onthe face of the cam for lengthening the outer groove to regulate thetime of compression, and shoes on the inner ends of the valve rodstraveling in said grooves as the cylinders rotate to actuate the valvesduring the periods of suction, compression, explosion and exhaust.

2. The combination with a fixed crank, of a plurality ofcylindersrotating about the crank, pistons in the cylinders connected tothe crank, inlet. and exhaust valves in the cylinder heads, leverspivoted between their ends to the cylinder heads and having loosepivotal connections with the stems of the inlet and exhaust valves,valve rods on the cylinders pivotally connected at their outer ends tothe outer ends of the said levers and springs on the valve rods pressingthem inwardly, of a fixed double-loop cam parallel with the plane ofrotation of thecylinders and having cam grooves in its face and-acircularly movable segment on its face to lengthen. the inner wall ofthe outer groove Water cooling is of the.cam to vary the-compression,and

periods, and a circularly movable segment on the face of the cam andforming the inner wall of the suction controlling groove to vary thecompression period.

In testimony whereof I a'ilix my signature, in the presence oftwo-witnesses.

FRITZ \VEINBERG. Witnesses A. M. Panums, CHARLES L. STunTm xm'r...

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

' Washington, I). C.

